Air-pressure brake



June 29 1926. 1,590,907

- V.1. RIHOSEK Err Al.

AIR PRESSURE BRAKE June 29-, 1926.

1,590,907 J. RIHOSEK ET AL AIR PRESSURE BRAKE Filed Dec. l, 1925 '2Shees-Sheet 2 Patented June 29, 1926.

. U NIET ED QS JOHANN nrHosElQOF vrniNA, ANDY lrArEN'r OFFICE...f-f`

RICHARD-LUDWIG.;nnuoirrnn, .on WEIDLIN- GAU-HADERSDORF,-AUsrarAAssrGNonsos ONE-HALF, rro ennnunnn uranium.,:MAS011mnmuiisimrum).eriissnnnr A. G., or VIENNA,l AUs'rnrA. f

AIR-PRESSURE BRAKE.

Application f1cdfDecember1, 1925-, Serial-No. 72,586, and in AustriaOctober 21,1925;

` @ur invention relatesto an arrangement for releasing step by stepsingle chamber air pressure brakes in which va shutting oii' apparatusis made use of which interrupts the commenced escape from the brakecylinder as soon as the equalization of the vpressures in the `auxiliaryreservoir and in the train pipe has taken place.

The" essence of ourv invention consists in providing aV separate brakerelease valve Whichcontrols the escape of air under, pressure from thebrakey cylinder-.through the brake control valve to the atmosphere andis permanently underthe .action of the air pressure in the auxiliaryreservoir, While in the opposite directionitis acted upon by thepressure inthe train pipeonly in the release position but is shut oifrom the train pipe when the brakes are applied..

In the drawings a constructional-orm of the lpresent arrangement. isdiagrammatif cally shown by Way of example in Figs. 1,

2 and 3, the parts beingfin diiferent-posi-A tions. l

Figs-4 and 5l show a modification of the present arrangement and Figs.Gand-7 show a further modiiication of the same.-

rhe brake control valve with the piston 31, and piston rod 33, Workingin a cylinder andslide valve 34 are of the usual construen tion. Oneside oi the piston is in permanently open connection with the train pipe30, and the other WithA the auXili ary reservoir 3 Thereplenishingpgroove 32 in the cylinder establishes communication betweenthe tra-in pipe and the'auXiliary reservoir, When the brake is released.The slide valve 34 is pro-I vided With a channel 35 and a recess 36cooperating With two ports in the seat of the slide valve, one of theparts is connected to the escape conduit 38 for the airV under pressurerom the brake cylinder, while ythe other part is connect-ed to theextension 15, 16, 23 of this conduit leading into theat`- r mosphere. lv

Thejbrake release control .valve is formed'- by a=cylinder 1V inWhich-'uiorks-a piston -7 `or a diaphragm on one lend;,of a rod'9.-

According tothe inventionA one side-ofthe piston 7 is inpermanently openconnection v aprpe-lV with the Iauxiliary reservoir-39` and theoppositeend ofith'ey rod 9 carries avalve 10 controlling-'the communication be-'iW-eait'h "escape gestuit@ fb? the air 11sythe atmosphere.

der pressure With an opening 3 leading into The opposite sidev of thepiston 7 is connected by a conduit 2, 14 With y the train 4pipe,suchconduit being open only on releasing the brakes but being shut offautomatically near the end of the release rperiod and remaining in theshut ofi' condi-y tion, While the brakes are applied. This con-` Y' trolof the conduit 2, 1/1 maybe effected in various Ways, preferably anauxiliary valve 21 is used for this purpose,.which inthe constructiona-lform shown in Figsyl to 3 is arrangedin'a casing 13, Which en dson theone side of the valve 21, the pipe 14e branching off the train pipe andon the other side of the valve 21 the pipe 2 leadingto the brakereleasing control valve. v'Iliefvalve 21 is mounted on one end of a rod2O the other end of Which carries a piston 19 Working in a cylindricalchamber o'f the casing `13. To i the end of the said cylindricalchamber, ref

and 16 and moreover on both sides of the piston 19'small holes 17, 18are provided, Which lead into the atmosphere.

The operation of the arrangement above described is the `following;

CII

-motest from the valve 21 lead the pipes 15 K' j `When for bringing thebrake plant into f operative condition air under pressure is ladmittedinto the train pipe the piston 31 of ythe brake control valve is Adriveninto its release position tothe left (see Fig.V 1) the auxiliaryreservoir 39 being charged Wim air under pressure by thev replenishinggroove Simultaneously air under' pressure enters through the pipe 14from the train pipe into the casing 13 and'drives the auxiliary valve.

21 and its piston 19. to the left. .The admission of air under pressureto the brake re-` lease control valve isthus Vshut off by the valve 21(Fig. 1).

Then the brake-.s are fullyv released the brake cylinder is incommunication with the .Y atmosphere by the pipe-38, the recess 36, thel channel 37, pipe 15, the auxiliaryvalvqthe pipe' -16 ,and furtherl onby the .passage 2 7,

valve 25 of the release valveand bore.24, so that an'unintentional applicati on, of the brakes owing to leakage in the brake Vcon@V trol valve:cannot take "place A further c 'los communication with the atmosphereis prof i .videdffor by the opening The position..

,iv'ri '1 v is maintained of the partsas sh in Fig.

until anvv application of the brakes is initiated.

TWhen the engineer reduces the pressure in the train pipe the brakecontrol valve inoves as usual, into its braling position Fig. 2,v thecontrol slide valve breaking the con'iniunication between the pipes 38and l5. rllhe position ofthe auxiliary valve and or' the bra-ke releasecontrol valve are not altered thereby so that the brake release controlvalve remains shut ott from the train pipe by the va ve 2l.

When 'the engineer increases the pressure in the train pipe the airiii-ipulse due thereto pushes the piston Sl of the brake control valveto the left into its release position F ig. 3. This movement is secured,even if the brake' control valves are dinfoult to move orY it the car isat Va great distance `from the locomotive and the increase'ot presu'reis'slight owing to the 'fact that the is at rst vented from enteringthebrake release control valve by the valve 2l the auxiliary valve. By theshifting oi the piston 3l, the brake cylinder is again connected withkthe auxiliary valve by the Way above described and further on by theconduit 28 autonnitic valve l2 and throttle valve ll with the brakerelease control valve.

The air under pressure escaping from the brake cylinder pushes thepiston 191 of the auxiliary valve to the right overcoming the train pipepressure acting on the rod there` by opening the valve 2l, so that airunder pressure can flow from the train pipe through the pipes la and 2into the brake release control valve. At the same time in the releasevalve -thevalve 25 acted upon by a Wealr spring 26 only is forced ontoits scat. As the auxiliary reservoir 39 is replenished only slowly bythe narrowv groove 32 or" the brake control valve the pressure in irontoit the piston 7 oi the brake release control valve may risesuiliciently to push thel said pist-on to the left, Fig, 3, `whereby onthe one hand a second Way to the auxiliary reservoir is opened leadingthrough the replenishingV groove 5 and the port-57 and on the other handby lifting' the valve l() off itsscat air under pressure is pern'iittedto escape from the brake cylinder through the pipe 23, autoinatic valvel2, throttle valve ll and opening 3.

The piston remains in its extreme left hand position until it is pushedbaclr to the right again by the action ot thc higher pres-V sure on theone end oi the piston rod 9 a'l'ter equalization of pressures betweenthe train pipe and auxiliary reservoir, the escape ci air under pressurefrom the brake cylinder through the valve l0, being interrupted by thevalve 25 being closed. The rst brake releasing step is thus finished butthe auxiliary valve remains in the position shown 8 owingV to properlydimensioning the Vly lit its guide.

messo? transverse section of the piston 19 and the piston rod 2O as longas there is a suliicient air pressure in the brake cylinder. lWhen thebrakes have to nbe further released the pressure in theV train pipe isagain increased. 'lhe'in'creased train pipe pressure pushes the piston 7ot the brake release control valve again'to the left whereby the seatrBleading to the atn'iosphere is opened and air under pressure escapesonce more from the brake cylinder as' above described.

Thus thebralres can be released step by step the succession ol' theindividual steps being controlled by the engines 1. YTWhen by` thesuccessive releasing steps the air pressure in the train pipe has beensuiiiciently raised and that in the brake cylinder has been reduced, theauxiliary valve returns into the position shown in Fig. l. A furtherincrease of pressure in theV train pipe does no" more aliect the brakerelease control valve and the complete release of the brakes is ysecuredby the opening 17 as also by valveV 25 then opened by the spring 26which cause thereduction of the air pressure in the brake cylinder tothey atmospheric pressure.

, llhe piston 7 and its vrod 9 are connected with each other Withaxial'lost'motion for causing the brake release control valve to respondeven to slight increases of pressure in the train pipe, since not theentire mass Cir of the piston and piston rod used be accelerated atonce; furthermore by this loose connection the simultaneous tightlitting oli' the piston .7 and of the when the brakes are released (Fig.l).

It after a releasing step the brakes have to be applied again the slidevalve 84 oi the brake control valve moves into its braking position,breaking the connection ,of the brake cylinder with the auxiliaryvalve.l

The air under pressure from the brake cylinder still present in theescape conduin es,d capes through the small opening l'T so that thepistons 19a 20 move again to the lett and the valve 2l., shuts oli thebrake release control valve from the train pipe the parts being thusbrought into the position shown inY Flo. '2. D

During the entire release period air under pressure continuously andslowly escapes iron'ifthe brake cylinder through the small opening li'and this may be used if desired, t'o very slowly release the brakesWithout actuating the engineers valve. The automatic valve l2 has forits purpose to prevent a back lioiv or the train pipe air into the brakecylinder, in case the piston rod 9 does not tight- The tivo openingsv 6and 1l serve to cause the time required Jfor revalve l0, is securedleasing the bialres'and the time required for with, ifl somef other'lprovision isy made to causeV air-underk pressure to escape romthepipes13-,l 16; leading; from the brake release valvewhen :the vpartsarein braking position. "This may 1pedone by providing are raised olf theirseats Vsimultane-ously with the normal release valve' of airk pressurebrakes by: la suitable device.

In-Figs.-4 and 5 af. constructional form or the arrangementaccording toIthe invention Ais'-shown.whiclrfpermits of ther use of the same brakeYrelease-control valve as shown in Figs. 1 to 3 Without the" useV of anauxiliary valve; l'For this: purpose theY piston'V 31 of the brakecontrol valve is'connected byy a rod 421with a'slide valve 41,controlling the end 40 of-thef-pipe 2'leading directly to the tbrakez'release control valve. VVhen the brakesI are'released or duringa-releasing stepftlre'brake'control'valve is in the position shownlullig-:"4 in whichthe'slide valve 41 uncovers the end 40 or the pipe 2.On applying thebrakes,' ther vbrakel control valvecomes"intofthefpositionshown in Fig. 5. inw-hich thev slide valve shutsoil' fthe end 40 of the-pipe 2.- lTheslide valve 40 therefore actsfduringbraking' and*V 'releasing the brakes in exactly the `samef way asYthe auX-l iliary74V valve' inf'the'constructioni'shown in whenl the'-brakes arey released.

' braking positionv 'A-'diflerence'exists in so i'ar- Figs. l to 2.'

1 only, as'the 'auxiliary valve'shuts oli"` while the brakes areapplied, va communicationber-- tween 'the' train; pipe and thebrakerelease controlvalvef. (.Figal') whereas the slide valve:` 41 leaves.vthis lcommunication open` In all fotherrespects-thefconstruction and4operation of the brakeflrelease` control valve' are exactly the saine asthose of the valve shown in Figs.. 1 to 3.

Theconstructionalrtorm shown in Figs.' 4 and 5' might' also bel suchthat a yielding. connectionv isf provided 'between the slide. valve 41and -Vthe piston 31 in such a-'manner` that thefpist'onv 31, when movinginto the (Fig. 2) also kmoves.V the slidevalve41.I whereasfi'n the'`return movement into the releaselpo'sition the slide'valve 41'isfbroughtinto'ftlie openlp'osition by asprng. 1

vFinally the -control of the? pipe`v 2 might bei-"edected"bythefslidefv'alve134-of-the brake control valvei. f ltr-this."case"V bralnacontrol` valve; of a special construction vwill have tof be-"used asisseer'1-`rorn=F-igs; and 7 off :the dliavrlilpf,` The pipe 2 ends at451 iii-etna of the brakes;

seat of: the". slide valve inivvhich'- alsol= ends at 46 a channel 43comingy from the right handV side of-the piston 31'; For controllingtheseA openings 45 and f46 inv the-slidewalve i seatfa separate recess44 isprovided in the slidevalve 34. Inv the releasing'posi'tion or when'the brakes 'are released (Fig 6),' lthe pipe 2 andthe-channel 43 4are'yconnected with' each otherby the recess 44 in the slidev valve,andtherefore also the train pipe 30,' with the brake release controlvalve, while in the braking positionFig; 7 the slide-valvecloses'theport 465and thereby shuts oifthe pipe 2 froin-thetrain"pipe30.

In' the construction-al forms shown in Fig,- ures 4 to 7' the escapeconduit or the brake cylinder may be provided with a small hole similarto the hole 17 of Figures 143,'for the purpose of securing a completereleasing- Apart from the possibility providedr for by the "presentinvention to lrelease theV brakes in' steps as small as'inaybedesired,each of suchy steps-being followed ifdesired by a very slow completereleasing or' the brakes or by a harder application of the brakes,wiiiclris of particulrly great'.l importance in running downward on longinclines, the present inventionalso oiiers the advantage ofgreatreliability7 asfsprings subj ecttof considerable strains,l areI fullyfdispensediwitli.

lVhat we clailns:

1;y ,In an air pressure. brake plant for railways the combination 'ofaftrainpipe, a brake' cylinder, asconduit'lleadingr from thelbrakecylinder to the brake control valve;- aqbrake controllvalveand anauxiliary reservoir associatedtosuch cylinderA and a shutting. off'element adapted to interrupt the escape ot lill) air under pressure fromthe brakevcylindery v a" brake releasev control` valveinterposedbetween.l tlie'brale` control valve' and an opening leading to theatmosphere, ineansifor actuating the brake-release control valve,'

such means beingpernianently actedaipon, invone'direction' by theairunderpressure in the auXiliaryreservoir: and' means operativelyconnected.' with the said brake control-valve and adapted to control theconrmunication ofthe trainpipe with the other side of the said vrmeansforactuating the brakeV release` control valve, whereby the saidcommunicationfis open in the braking position` of1k the said lbrakecontrolivalve, and shut oil in the releasing position of vthe saidbrakeu controlvalve.

2; Invr an airf pressure `brakeV plant fory rail-v ways.the/combinationof atrainpipe, a brake" cylinder, brake cylinder to fthe/brakecontrolvalve, abrakec'ontrol-.valve Vand anl auxiliary reser voir? associatedto such'f-cylinderfand I ai shutting elfi-element adapted' toY interrupt.the eseapeor. araircler fpressuresrfrom ores-brakes 'a' conduit leadingtroni the cylinder, a brake release control valve'iir terposed betvveenthe brake control valve and an opening leadingto the atmosphere, anopening,v leading to the atmosphere between the brake control valve andthe brake re leasefcontrol valve, means for actuating the brake releasecontrol valve, such means being permanently acted upon, in one directionby the air under pressure in the auxiliary reservoir and meansoperatively connected with the said brake control valve and adapted tocontrol the communication of the train pipe with the other side of thesaid means tor actuating` the brake release control valve, whereby thesaid communication is open in the braking position of the said brakecontrol valve, and shut otl in the releasingposition of the said bralrecontrol valve.

3. In an air pressure brake plant tor railways the combination of atrain pipe, a brake cylinder, a conduit leading from the vbrake cylinderto the brake control valve, a brake control valve and aii'auzriliaryreservoir associated to such cylinder and a shutting oil" elementadapted to interrupt `the escape of air under pressure from the br lrecylinder, a brake release control valve interposed between the brakecontrol valve and an opening` leading to the atmosphere, means foractuating the brake release control valve, such means being permanently`acted upon,

' in one directionby the-air under pressure in the auxiliary reservoirand means operatively connected with the said brake control valve andadapted to control the communication of the train pipe with the otherside of the said means for actuating the brake release control valve,whereby the said communication is open in the braking position ol" thesaid brake control valve, and shut oil' in the releasing position oitthe said brake control valve, and communication between the train pipeand the auxiliary valve, oontrolled by the brake release control valve.

l. ln an air pressure brake plant for railu'ays the combination of atrain pipe, a brake cylinder, a conduit leading from the bralre cylinderto the brake control valve, a. bralre control valve 'and an auxiliaryreservoir associated to such cylinder and a shutting oli1 elementadapted to interrupt the escape ot air under pressure from the brakecylinder, a brake release vcontrol valve in-V terposed between the brakecontrol ,valveV and an opening` leading tothe atmosphere, an automaticvalve and a throttle valve pre ceflin(Y such opening, means foractuating?J tliebrale release control, such means being aernianentlyacted upon, in one direction by the air under pressure in the auxiliaryreservoir and means operatively connected nf'ith the said bralre controlvalve and adapt-` ed to control the communication of the train pipe withthe other side of the saidmeans pipe.

for actuatingthe bralre release control valve, whereby the saidcommunication is open in the braking position oi' the said brake contro;valve, and shutoflij in the releasing po# sit/ion of the said brakecontrol valve.

ln an air pressure brake plant ferrail- Ways the combination of a trainpipe, a l alte cylinder', a' conduitl leading 'from the bralre cylinderto the brake control valve, a brake control valve and an auxiliaryreservoir associated to suoli cylinder and a shutti ngott elementadapted to interrupt the escape off air under pressure from the brakecylinder, a bralre release control valve inposed between the brakecontrol valve and an openingl leading to the atmosphere, means foractuating the brake release control valve, such means being permanentlyacted upon, in one direction by the airnnu der pressure in the auxiliaryreservoir and auxiliary valve adapted to control the conimunication ofthe train pipe with the other side oic the said means toractuating' thebrake release control valve and means for actuatingsuch auxiliary valve,one side of such last named means being under the iaction of the airunder pressure, flowing from the brake cylinder andthe other side ofsuch last named means being under the ac-A tion ot' the air underpressure in the train 6. In an air pressure bralr'e plant for rail- Waysthe combination of a train pipe, a bralre cylinder, a conduit leadingfrom the brakecylinder to the brake control valve, 'a-

brake control valve and an auxiliary reservoir associated to suchcylinder anda sliutting oil `element adapted to interrupt the escape ofair underpressure 'from the brake cylinder, a brake release controlvalve in- .terposed between the brake control valve and an openingleading to the atmosphere, means for yactuating the brake releasecontrol valve, such `means being Ypermanently acted upon, in onedirection by the air under pressure in the auxiliary reservoir, an auX-niliary valve adapted to control the communication o t the Atrain pipewith the other side oi the said means for actuating the brake releasecontrol valve and means for actuating suoli auxiliary valve, the lastnamed means comprisinD` a cylinder, a partition VWorking in suchcylinder a rod 'se cured at one end to the said partition and havingsecured to its other end a valve body, the end of the Vcylinder remotestfronithe valve body, being` interposed in a pipe, con-V trolled by thebralre control valve and leading` to the brake release control valve,the side of the valve body remotest from 'the said partition being inpermanently open connection with the train pipe, and openings on bothsides or the said partition, 'and inJ permanently open connection withthe -aty inosphere,y

lll

7. In an air pressure brake plant for railways the combination oi' atrain pipe, a brake cylinder, a conduit leading from the brake cylinderto the brake control valve, a bralze control valve and an auxiliaryreservoir associated to such cylinder and a shutting oi" element adaptedto interrupt the escape of air under pressure from the brake cylinder',a bralze'release control valve interposed between the brake controlvalve and an opening leading to the atmosphere, means for actuating thebrake release control valve, such means comprising a cylinder, apartition working in such cylinder and a rod connected with suchpartition with axial lost motion such partition being permanently actedupon, in one direction by the air under pressure in the auxiliaryreservoir and means operatively connected with the said brake controlvalve and yadapted to control the communication of the train pipe withthe other side of the said means i'or actuating the brake releasecontrol valve, whereby the said communication is open in the brakingposition of the said brake control valve, and shut ott in the releasingposition ot the said brake control valve.

8. In an air pressure brake plant for railways the combination of atrain pipe, av

brake cylinder, a conduit leading from the brake cylinder to the brakecontrol valve, a brake control valve and an auxiliary reservoirassociated to such cylinder and a shutting olf element adapted tointer-p rupt the escape of air under pressure from the brake cylinder, abrake release control valve interposed between the brake control valveand an opening leading to the atmosphere, means for actuating the brakerelease control valve, such means being permanently acted upon, in onedirection by the air under pressure in they auX- iliary reservoir andmeans operatively connected with the said brake control valve andadapted to control the communication ot the train pipe with the otherside ol the said means forl actuating the brake release control valve,the said means adapted to control the communication oit' the train pipewith the other side of the means 'for actuating the brake releasecontrol valve comprising` a valve connected to the brake control valve,whereby the said communication is open in the braking position of thesaid brake control valve, and shut off in the releasing position of thesaid brake control valve.

9. In an air pressure bralre plant for railways the combination of atrain pipe, a brake cylinder, a conduit leadin'g from the brake cylinderto the brake control valve, a brake control Valve and an auxiliaryreservoir associated to such cylinder and a shuting olf element adaptedto interrupt the escape ot air under pressure from the brake cylinder,the brake release controlvalve interposed between the brake controlvalve and an opening leading to the atmosphere, means tor actuating thebrake release'control valve, such kmeans, being permanently acted upon,in one directionby the air under pressure in the auxiliary reservoir andmeans operatively connected with the said brake control valve andadapted to control the communication of the train pipe with the otherside of the said means tor actuating the brake release control valve,the said lmeans adapted to control the communication of the train pipewith the other side of the means for actuating the brake release controlvalve comprising a valve connected tothe brake controlvalve, and twoports on the seat of the brake control valve one of such ports beingconnected to the brake release control valve and the other beingconnected to the train pipe the brake control valvebeing adapted toestablish in its release position the communication between the saidports. y

10. In an air-'pressure brake plant for railways the combination of atrain pipe, a brake cylinder, a conduit leading from the brake cylinderto the brake control valve, a brake control valve and an auxiliaryreservoir associated to such cylinder and a shutting oli' elementadapted to interrupt the escape of air under pressure from the brakecylinder, a brake release control valveV inter-posed between the brakecontrol valve and an opening leading to the atmosphere, "means roractuating the brake release control valve, such means being permanentlyacted upon, in one direction by the air under'pressure, in theauXiliaryreservoir and means operatively connected with the said brakecontrol valve and adapted to control the oommunication of the train pipewith the other si'de of the said means for actuatingithev brake releasecontrol valve, whereby the said communication is open in the brakingposition of the said brake control valve, and shut oil in the releasingposition of the said brake control valve, and a port in the seat ofthebralre control valve communicating with the atmosphere and adapted tobe connected by the slide valve ot the brake control valve in itsbrakingv position with the pipe connecting the brake control valve withthe brake release control valve.

, In testimony whereof we have signed our names to this specification.

JOHANN RrHosnK. RICHARD LUDWIG Lnuonrnn.

